Improvement in railway axle-boxes



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` vRailway-@ntie Box. VNO. 161,069. Patented March 23, 1875.

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PATENT rio.

J. NOTTINGHAM SMITH, OF JERSEY ITY, NEW JERSEY.

IMPROVEMENT IN: RAILWAY A'xLEBo-xss.

Specification forming part of Letters Patent No. 161,069, dated March23, 1875 application filed December 19, 1874.

To all whom it may concern.:

Be it known that I, J. NOTTINGHAM SMITH, of Jersey City, in the countyof Hudson and State of New Jersey, have invented certain Improvements inJ ournal-Boxes for Railroad- Cars, of which the following is aspecilication:

My invention relates, first, to certain new and improved means wherebythe box or bearing is relieved from the strains which tend to twist orturn it on the journal; said strains being occasioned principally by theturning of curves, and acting in planes parallel to the axis of thejournal, tend to make the box bind and heat at the ends; second, in thecombination, with the lining and the box-frame or housing in whichthelining is located, of a removable seat, into which the lining isitted, whereby the removal and replacement of the lining is greatlyfacilitated; third, in a new application of a stopping-bar, to take upthe end play of the axle in the box, which is principally due to thelateral swaying of the car; fourth, in new and improved devices forapplying oil to the journal, and for making the. supply ot' oilcontinuous for a considerable length of time, whereby, also, the `wasteof oil is prevented, and the oil is kept clean and free from grit anddirt; fifth, in an improved form of hinge-joint f or attaching theoil-tank to the box-frame, and also for joining the oilin gdevices,hereinafter described, to thestopping-bar.

In the accompanying drawings, Figure l is a side elevation of myjournal-box. Fig. 2 is a vertical cross-section of the same through theaxis of the journal. Fig. 3 is an end elevation as it appears whenlooking at the side -of the car. Fig. 4 is a vertical cross-section -onthe line ww, Fig. l. Fig. 5 is a vertical cross-section on the line y y,Fig. l. Fig. 6 is a top view of the bearing-plate or lining,

`:made preferably of brass or bronze, in which vthe journal runs. Fig. 7is an end view of the same. Fig. 8 is an end View of a movable plate orseat, into which the lining, Figs. 6 vand 7, is fitted. Fig. 9 is anedge view of the same. Fig. l0 is a top view of the stoppingbar, towhich are attached the devices for applying oil tothe journal. Fig. 11is a side view `of the same. Fig. l2 shows a back, an edge, anda frontview of a small tumbler used using this plate C, the seat for the inapplying oil to the end of the axle, where it bears on the stopping-bar.Fig. 13 shows in detail the hinge-joint by means of which the oilingdevices are secured to the stopping-bar. Fig. vlei shows an edge and aside view of a modified form of stopping-bar, in which wedgeshaped boltsare used to support the stoppingbar against the thrust of the axle. Fig.l5 shows a side and an edge view of one of the wedge-bolts used in Fig.14.

The journal A is made on the end of the axle, in the usual form, havinga flange, a, at one end ofl the bearing, and a shoulder, b, at theother. The bearing-plate or lining B is fitted in between this flangeand shoulder, and thus helps to take up or resist the end play of theaxle. The plate B is shown in two parts, as that is considered the mostdesirable form in which to make it, for the open space thus left betweenthe parts, by breaking the continuity of the bearing-surface, materiallyaids in preventing the accumulation of heat in the bearing. This platehas its lower side fitted to the journal, and its upper side is ttedinto a removable seat, C, which in turn iinds its seat or bearing in theframe D. The upper side of the bearing B has ribs or langes cast on it,as seen at the ends, at c, and in the middle at d, which ribs or llangesenter corresponding grooves or recesses in the seat C, and serve toretain the bearingplate B in place, even if broken or worn very thin.

As will be seen in Fig. 7, the form of the bearing-plate B is such thatit may be worn nearly through before it becomes necessary to replace itwith a new one.

The seatCis also provided on its upper side with ribs or projections, asseen in Figs. 8 and 9, which fit into recesses in the box-frame D, andsecure the seat C in place. Instead of may be made in the box-frame D,though Iconsider the construction shown the most convenient, as itgreatly facilitates the flt- Ating of new, and replacing of worn-out,bearings. To the outer end of the box-frame D, and closing and ttinginto a recess therein, is the'oil-tank E, which has an outlet at itslowest point for the escape of the oil into the well or tank c in thebottom of the box-frame lining B D, whence it is conveyed by the oilersto the bearing-surfaces, as hereinafter more fully described. Theoil-tank E is hinged at f in such a manner that when thrown up forrefilling, the outlet g, which is ordinarily at the bottom, as shown, isbrought to the top, to receive the new supply of oil. The outlet g isprovided with a sliding valve or cover, h, which, when the oil-tank israised, is closed by a spring, i, (shown in dotted lines in Fig. 2, andin section in Fig. 5,) and opened (when the oil-tank is replaced inposition for use) by its lower end coming in contact with the bottomofthe recess in the box-frame in which the oil-tank rests.

It will be seen that the oil will onlyescape from the' oil-tank when thelevel of the oil in the welle gets below the opening or outlet g, so asto admit a small amount of air to the tank. A groove, k, is formedaround the oil-tank E, where it joins the upper edge of the recess inthe box-frame D, into which groove an indiarubber or other suitablepacking, 7c, is inserted. r `This packing rests upon the upper edge ofthe walls ofthe recess, thus excluding dust and dirt, while the hinge isso formed as to assist in accomplishing the same result. Theconstruction of this hingeis shown in Figs. l and 5. A portion of thebarrel or tubular part l of the hinge, and also at each end ofthe barrelportion a lug, (shown in dotted lines at m,) are formed ou the boxframe,while the remainder of the barrel fn,

and a circular box-shaped 'opening' having a slot, o, to admit the lug minto the box, are ormed on the oil-tank. By throwing up the tank theslot ois brought into such a position that the lug m may be introducedinto the box, and by turning the tank it becomes locked fast to theframe.

To prevent the accidental or improper removal of the tank a wire staple,p, having a large circular head, q, is passed through holes in thecenters of the circular boxes and the lugs and clinched on the inside.

Between the oil-tank and the end of the axle the stopping -bar F isinserted. This stoppin g-bar is a thick dat plate of metal having acircular bearing-face, 1^, (which may be cast on a chill-plate, ifdesired,) for the end of the axle to work against. The stoppingbar isbacked up by the oil-tank and the boxframe, so as to resist the endthrust of the Should this be in any case insuflicient I have provided anadditional support in the wedgeshaped bolts t. (Shown in detail in Figs.14 and 15.) These wedge-bolts are fitted into suitable recesses in theedges of the stoppingbar, and are prevented from coming out by the pinsand ribs s. When the stopping-bar is in place the two bolts t are thrownout sidewise, as seen in dotted lines at t', Fig. 14, entering slots orrecesses prepared in the boxframe to receive them, thus securelysupporting the stopping-bar against the thrust of the axle, andpreventing the crushing of the oiltank.Y by the swaying of the car, orthe jamming of it by the same means, so as to prevent its being ralsedfor refilling when the car is standing on a curve.

Attached to the stopping-bar at its lower end by means of a hinge-joint(shown in Fig. 13,) and similar to that above described for attachingthe oil-tank to the box-frame, are the devices for'conveying the oilfrom the well e to the running surfaces. These oiling devices consist ofa bearing-piece, Gr, in which one end of a bolt or shaft, H, issupported, the other end finding a bearing in'the box-frame D; a tumbleror frame, I, hung loosely upon said shaft H, said tumbler being soformed and hung that one side is much heavier than the other, as shownin Fig. 4; a

roller, K, having a corrugated or rougheued surface, and being keyed tothe shaft H; and an endless web or belt, J, of wool or some othersuitable fibrous material passing around the roller and the lighter ofthe two sides vof the frame I, as clearly shown in Figs. 4, 10, and 11,and being held up against the journal by the preponderating weight ofthe heavy side of the frame I. A slot, e', is made iu the lighter sideof the frame I, to admit the web J. That part of the web J which is incontact with the under side of the roller K is always immersed in theoil, and the oil is drawn up, by capillary action, through the web J,and deposited on the journal A. A stop, o, (seen in Figs. 2, l1, and14,) keeps the tumbler from turning around too far, and thus interferingwith the insertion of the oiling devices. Near the outer end of theshaft H is another corrugated roller, L, and in a recess, w, in thebearing face r of the stopping-bar is a small tumbler or frame, M,having a cylindrical bar or rod, a', at the top. The forni of thistumbler M is clearly shown in Fig. l2. Around the bar a', and, with aquarter twist, around the roller L, a second endless band or web offibrous material, N, is carried. The tumbler M is supported, as seen inFigs. 2 and 12, at a point at a considerable distance outside of aperpendicular let fall from its center of weight, whereby it has aconstant tendency to fall inward against the end of the axle. Thisinsures the constant contact of the web N with the end of the axle,while the lower end of the web is constantly immersed in oil, andthereby a continual supply of oil is insured to the bearing-surfaces.

It will be observed that the recess w extends above the center of theaxle, thus giving the oil au opportunity to distribute itself from thecenter outward, and utilizing the tendency the oil will necessarily haveto fly out from the center when the car is in motion.

The outer end b of the shaft or bolt H is made square, so that a wrenchmay be applied for turning it. When, by continual running, that part ofthe belts or webs J and N in contact with the running-surfaces becomesworn or gummed up, another portion of the webs may be brought in contactwith the running surfaces by turning the bolt H. To prevent the dustfrom entering the inner end of the box-frame D a sliding cover or stop,O, is litted to the inner end of the box-frame. This cover has a hole init, slightly larger than the axle, through which the axle passes, and asthe lining B wears away the cover O slides up with the axle, thuskeeping the inner end of the box-frame tightly closed. The box-frame D,with the bearings, oil-tank, and oiling devices, hereinabove described,attached to it, is connected to the frame P by means of aball-and-socket joint, so as to be free to follow any motion of the axleexcept that of rotation, and thus prevent the cramping of the bearings.On the top of the box-frame D there is a spherical or ball-shapedprojection, c', which fits into a corresponding recess inthersurrounding open frame P, as seen in Figs. 2 and 4. One side of thisspherical projection c is cut away, and the lower side of the frame P istapered, as shown, to` permit the box-frame to be inserted in the frameP. The sides of the box-frame D are rounded at d', so as to allow it toswing laterally in the frame P, and thus to follow the lateral swingingof the axle and prevent the bearings from binding. The frame P its intothe jaws or pedestal of cast-iron, which is bolted to the frame of thetruck on which the car rests.

I am aware that a railroad-car truck has been patented in which one ofthe axles is described and shown as arranged in swiveling orball-jointed boxes; but that was done in order to allow the truck-frameitself to be distorted horizontally from its normal rectangular form inpassing curves. This application of the ball-joint I do not claim, as Iconsider it of the utmost importance to the proper and economicalworking of a railroad car truck that its rigidity and power to resisttorsion and distortion be preserved.

Having thus fully described my invention, I claiml. In a railroad-cartruck having a ,rigid frame, the ball-'and-s'ocket joint interposedbetween the bearings of the journal and the frame of the truck, incombination with the housing D, the bearings B, and axle A,substantially as and for the purposes set forth.

2. In combination with the box-frame D and journal A,`having flanges ab, the lining B and seat C, as and for the purposes set forth.

3. In a railroad-car truck, in combination with the journal A andhousing D, which is connected to the truck by a ball-and-socket joint,the stopping-bar F, substantially as and for the purpose set forth.

4. The combination of the bolt H, roller K, tumbler I, web J, andoil-well e, for oiling the journal, substantially as and for the purposeset forth.

5. The combination, with the stopping-bar having a recess in itsbearing-face extending beyond the center of the axle, of the web N,

tumbler M, roller Il, and bolt H, substantially as and for the purposesset forth.

6. In combination with the box-frame D, well c, bearings B and r, andoiling devices, the oil-tank E,substantial1y as and for the purposes setforth.

7. The combination, with the oil-tank E and box-frame D, of the valve hand spring i, substantially as set forth.

8. The combination, with the oil-tank E and box-frame D, of the packingla and hinge j', for excluding dust from the box-frame, substantially asset forth.

9. The combination of the stops t with the box-frame D and stopping-barF, substantially as set forth.

l0. In combination with the box-frame D, connected to the truck by theball-and-socket joint, and axle A, the sliding cover O, for excludingdust, &c., substantially as set forth.

J. NOTTINGHAM SMITH.

Witnesses:

W. L. RowE, W. MUIRHEID.

